Results
2016-04-16: We are superseding Airworthiness Directive (AD) 2013-08-23 for all The Boeing Company Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10- 30F, MD-11, and MD-11F airplanes. AD 2013-08-23 required adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. This new AD would clarify certain requirements and remove a terminating action. This new AD would also provide an optional method of compliance for the proposed actions. This AD was prompted by a determination that it is necessary to clarify the requirements for the design features and to remove a terminating action for certain inspections. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
85-11-52 R1: 85-11-52 R1 BOEING: Amendment 39-5105. Applies to Model 737-300 series airplanes equipped with Plessey Type 8240 Mark 1, 2, or 3 fuel boost pumps or TRW 10-60533-1 fuel boost pumps, certificated in any category. \n\n\tTo prevent engine flameouts during climb, accomplish the following, unless already accomplished: \n\n\t1.\tBefore further flight ensure that the fuel being used is one of the following types: \n\t\to\tJet A or A1 conforming to specification ASTM-D-1655; \n\t\to\tJP5 conforming to MIL-T-5624; \n\t\to\tFuels conforming to DERD 2494 or 2498; or \n\t\to\tFuels conforming to AIR 3404 or 3405. \n\n\t2.\tWithin 48 hours incorporate the following information into the Limitations Section of the Airplane Flight Manual and provide to crews: \n\n\t"The only approved fuels are Jet A and A1 conforming to Specification ASTM-D-1655, JP5 conforming to MIL-T-5624, fuels conforming to DERD 2494 or 2498, and fuels conforming to AIR 3404 or 3405." \n\n\t3.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: Compliance with paragraph 2. of this directive may be effected by including a copy of this AD in the Airplane Flight Manual and Operating Manual. \n\n\tThis amendment becomes effective August 6, 1985. It was effective earlier to all recipients of telegraphic AD 85-11-52, issued June 7, 1985, which contained this amendment.
2016-05-05: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4- 600R series airplanes, and A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by reports of cracked aluminum support struts of the trimmable horizontal stabilizer (THS) caused by stress corrosion. This AD requires inspections to identify the part number of each support strut, repetitive inspections for cracking of the THS support strut ends, installation of reinforcing clamps on strut ends, and replacement of support struts, if necessary. We are issuing this AD to detect and correct cracked THS support struts, which could lead to the rupture of all four support struts making the remaining structure unable to carry limit loads, which could result in loss of the THS and reduced control of the airplane.
62-23-05: 62-23-05 LYCOMING: Amdt. 501 Part 507 Federal Register October 30, 1962. Applies to All GO, IGO, GSO and IGSO Series Lycoming Engines Listed in Lycoming Service Bulletin No. 290 When Installed in Twin Engine Aircraft With Full Feathering Hartzell Propellers: MODEL SERIES APPLICABLE SERIAL NOS. EXCEPTED SERIAL NOS. GO-435 3306-11 through 3324-11 3315-11 and 3316-11 GO-580-B 1161-28 through 1221-28 1173-28 GO-480-F 607-29 through 614-29 GO-480-D 402-32 through 404-32 GSO-480 3010-33 through 3065-33 3336-33 through 3338-33 GO-480-C and -G 1446-34 through 1492-34 1481-34 and 1483-34 through 1488-34 GO-480-C and -G 1315-35 through 1326-35 GO-480-C and -G 219-37 through 290-37 276-37, 286-37, 287-37 and 289-37 GO-480-G 203-42 and 204-42 IGSO-480 701-44 through 1038-44 755-44, 756-44, 797-44, 798-44, 833-44, 834-44, 1007-44 through 1012-44, 1014-44 through 1016-44, 1022-44 through 1025-44 IGO-540 101-49 through 226-49 204-49 through 207-49, 210-49, 211-49, 214-49, 217-49, 223-49, 224-49 IGSO-540 101-50 through 537-50 322-50, 323-50, 395-50, 439-50, 442-50, 443-50, 450-50 through 452-50, 478-50 through 482-50, 484-50, 485-50, 489-50, 490-50, 495-50, 498-50, 501-50 through 509-50, 511-50 through 513-50, 516-50 through 521-50, 523-50, 526-50, 528-50 through 530-50, 212-50, 213-50, 215-50, 216-50, 218-50, 219-50, 303-50, 304-50, 307-50, 308-50, 326-50, 327-50, 335-50, through 338-50, 341-50, 342-50, 345-50 through 350-50, 376-50 through 379-50, 382-50, 383-50, 387-50, 388-50, 399-50, 400-50, 402-50, 403-50, 436-50, 437-50, 460-50, 461-50, 464-50, 465-50, 468-50 through 472-50, 483-50, 486-50, 487-50, 491-50 through 494-50; and to Remanufactured and Factory Overhauled Engines shipped from the Lycoming Division During the Period of February 16, 1961, through August 31, 1962; and to All Applicable Engines Overhauled at Facilities Other than the Manufacturer, in Which the Provisions of Lycoming Service Instruction No. 1033 Have Been Incorporated. (Note: If the Compliance Status of Service Instruction No. 1033 is Unknown, Inspection per this AD is Required.) Compliance required within 10 hours' time in service after the effective date of this AD; 25 hours' time in service after the first inspection; 25 hours' time in service after the second inspection, and every 100 hours' time in service thereafter. To detect excessive wear of the propeller shaft oil seal rings, a propeller oil leakdown inspection shall be made in accordance with the instructions contained in Lycoming Service Bulletin No. 290. These inspections shall be continued until Lycoming P/N 67722 propeller shaft oil seal rings are installed in the reduction gear assembly at which time the inspections may be discontinued. Reductiongear assemblies incorporating P/N 67722 oil seal rings shall be identified by stamping an "M" following the reduction gear serial number on the machined pad to the right side of the timing plug in the reduction gear housing. (Lycoming Service Bulletin No. 290 covers this subject.) This directive effective November 14, 1962.
82-15-02: 82-15-02 HILLER AVIATION: Amendment 39-4416. Applies to Model UH-12D, UH- 12E, UH-12E4, UH-12E-L, UH-12L, UH-12L4, and military OH-23D, OH-23F and OH-23G series helicopters, certificated in all categories, through serial No. 5187. Compliance required as indicated, unless already accomplished. To prevent loss of power to the main and tail rotors, accomplish the following: Within 50 hours' additional time in service after the effective date of this AD, remove the four P/N 21041 bolts and four AN 960-716L washers which attach the mercury clutch to the torsional coupling and replace with new P/N 21041 bolts and P/N 21074-3 washers in accordance with Part 2, Accomplishment Instruction, of Hiller Aviation Service Bulletin No. 21-2 dated January 20, 1982, or FAA approved equivalent. The four P/N 21041 bolts removed per this action must be considered unairworthy and marked accordingly. NOTE: Hiller Model UH-12 series helicopters converted to turbine power by Supplemental Type Certificate (STC) SH178WE or SH177WE do not incorporate the subject parts and therefore are not affected by this AD unless restored to the original configuration. Special flight permits may be issued in accordance with Sections 21.197 and 21.199 of the FAR to operate rotorcraft to a base for the accomplishment of inspections or modifications required by this AD. Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA Northwest Mountain Region. This amendment supersedes AD 82-10-06. This amendment becomes effective July 16, 1982.
2016-04-14: We are adopting a new airworthiness directive (AD) for certain [[Page 9745]] Turbomeca S.A. Arriel 1E2 turboshaft engines. This AD requires removing the tachometer box on affected engines. This AD was prompted by reports of uncommanded in-flight shutdowns (IFSDs). We are issuing this AD to prevent failure of the tachometer box, which could lead to failure of the engine, IFSD, and loss of control of the helicopter.
64-11-02: 64-11-02 HILLER: Amdt. 730 Part 507 Federal Register May 16, 1964. Applies to All Model UH-12E Helicopters. Compliance required as indicated. A number of failures of the tail rotor pinion gear have been experienced. These failures have been experienced with several different gear heat treat lots and on helicopters both with and without rotor brakes installed. To preclude any additional failures, accomplish the following: (a) Replace tail rotor pinion gears identified as Hiller P/N 23522 or P/N 23634 with a tail rotor pinion gear P/N 23634-3 as follows: (1) Gears with less than 50 hours total time in service on the effective date of this AD shall be replaced prior to the accumulation of 100 hours' total time in service. (2) Gears with 50 hours or more total time in service on the effective date of this AD shall be replaced within the next 50 hours' time in service. (b) Tail rotor pinion gears identified as P/N 23634-3 are satisfactory for unlimitedservice life. NOTE: An "-A" following P/N 23634 should be disregarded inasmuch as this is a gear vendor's marking and not part of the Hiller part number. (Hiller Service Information Letter No. 3036 "C" covers this same subject.) This supersedes AD 63-26-02. This directive effective May 16, 1964.
52-04-04: 52-04-04 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than July 1, 1952. Provide two separate and individually protected circuits for instrument panel lighting- each circuit to provide adequate panel illumination for necessary flight instruments. (G. L. Martin Co. Service Bulletin 118 and Trans World Airlines Engineering Order 5643 cover this same subject for the 202A).
87-04-14: 87-04-14 BRITISH AEROSPACE: Amendment 39-5540. Applies to British Aerospace (BAe) Model DH/HS/BH-125 series airplanes identified in BAe Service Bulletins 49-31-9286A and 49-32-9210A, both Revision 1, and both dated March 24, 1986, certificated in any category. Compliance is required within 6 months after the effective date of this AD. To reduce the possibility of APU fuel leakage in the rear equipment bay, and assure electrical bonding of the starter/generator to the airplane, accomplish the following, unless previously accomplished: A. Seal the APU plenum shroud at the turbine plenum drain outlet in accordance with BAe Service Bulletin 49-31-9286A, Revision 1, dated March 24, 1986, Modification No. 259286A. B. Install twin heavy duty bonding cables between the APU accessory case and ground terminal post 16 on the main engine beam in accordance with BAe Service Bulletin 49-32- 9210A, Revision 1, dated March 24, 1986, Modification No. 259210A. C. An alternate meansof compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective March 9, 1987.
2016-04-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD requires revising the maintenance or inspection program, as applicable, to include an airworthiness limitation for repetitive inspections of the web fastener holes in the overwing flex-tees. This AD was prompted by a report that certain web fastener holes in the overwing flex-tees at the wing-to- body interface might not have been deburred properly when manufactured. Fastener holes without the deburr chamfer applied can develop fatigue cracking. We are issuing this AD to detect and correct cracking in the web fastener holes in the overwing flex-tees, which can weaken the primary wing structure so it cannot sustain limit load.
2016-04-02: We are superseding Airworthiness Directive (AD) 2010-26-10, which applied to certain The Boeing Company Model 747-200C, -200F, - 400, -400D, and -400F series airplanes. AD 2010-26-10 required repetitive inspections for cracking of the lap joints, modification of certain lap joints, and certain post-repair inspections of the lap joints. This new AD adds new repetitive post-modification inspections for cracking in the lap joints, and repair if necessary. This AD was prompted by an evaluation by the design approval holder (DAH) which indicated that certain lap joints are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking in certain lap joints, which could result in rapid depressurization and consequent reduced structural integrity of the airplane.
81-05-01: 81-05-01 CESSNA: Amendment 39-4049. Applies to Model 152, A152, 172N, 172P, R172K and 172RG airplanes certificated in all categories with the following serial numbers: \n\n\nModel\nSerial Numbers \n152\n15283592\t thru\t15284627 \nA152\nA1520879 thru\tA1520952\n172N\n17272885 thru\t17274009 \n172P\n17274010\t thru\t17274357 \nR172K\nR1723200 thru\tR1723403 \n172RG\n172RG0001 thru\t172RG0698\n\n\tCOMPLIANCE: Required as indicated unless already accomplished. \n\n\tTo reduce the possibility of fuel depletion due to incorrect fuel quantity markings within the next 25 hours time-in-service after the effective date of the AD, accomplish the following: \n\n\tA)\tVisually inspect the airplane fuel tank access cover using Figure 1 to identify the fuel tank capacity. \n\n\tB)\tWhen the actual fuel tank capacity has been determined: \n\n\t\t1)\tVisually inspect the placarding adjacent to the fuel filler openings, to verify that these markings agree with the actual fuel tank capacity;and \n\n\t\t2)\tVisually inspect the placarding adjacent to the fuel tank selector valve, and fuel gauge markings to verify that these markings agree with the usable fuel for the fuel tanks installed. \n\n\tC)\tParagraph A and B of this AD may be accomplished by the holder of at least a private pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person provided the airplane is not used in air carrier service. An entry must be made in the Aircraft Maintenance Records indicating compliance with this AD. \n\n\tD)\tReplace any incorrect fuel gauges, fuel tank selector valve placards and/or fuel tank filler placards with those compatible with the fuel tank capacity. \n\n\tE)\tWithin forty-eight (48) hours after compliance with this AD notify, in writing, the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209 of any incorrect fuel gauges, fuel tank selector valve placards and/or fuel tank filler placards found during AD compliance. One acceptable means of making these reports is Malfunction or Defect Reports (FAA Form 8010). (Reporting approved by the Office of Management and Budget under 0MB No. 04- R0174.) \n\n\tF)\tThe airplane may be flown in accordance with FAR 21.197 to a location where paragraph D) of this AD may be accomplished. \n\n\tG)\tAny equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, FAA, Room 238, Mid-Continent Airport, Terminal Building No. 2299, Wichita, Kansas 67209; telephone (316) 942-4285. \n\n\tThis amendment becomes effective on March 2, 1981.\n\nFIGURE I\n\nFuel Tank \n\n\nLeft Side Shown \nRight Side Opposite
84-09-07: 84-09-07 MAULE AEROSPACE TECHNOLOGY (Formerly Maule Aircraft Corp.): Amendment 39-4860. Applies to Models M-4 and M-5 Series airplanes equipped with plug type drain fittings in the main and auxiliary fuel tanks certificated in any category. Compliance: Required within the next 50 hours time-in-service, unless already accomplished. To provide a convenient means to drain fuel system water contamination, accomplish the following: (a) Replace all plug type drain fittings in the main and auxiliary fuel tanks with quick drain valves in accordance with Maule Service Bulletin No. 5 and Maule Service Letter No. 32. NOTE: Some airplanes are not equipped with Auxiliary fuel tanks. (b) Install the following, or later FAA approved Flight Manual revisions or supplements as applicable in the airplane. M-4 AFM Rev. 2 M-5-180C Rev. D M-4-180C Rev. A M-5-210TC Rev. B M-4-220C Rev. 5 M-5-235C Rev. A (AFM dated 12 Aug. 81) M-5-210C Rev. B M-5-235C AFM(dated 6 April 1976) Supplement No. 13 M-5-220C Rev. A M-4-210 & M-4-210C AFM Supplement No. 10 (c) Airplanes may be flown in accordance with 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337. This amendment becomes effective on May 12, 1984.
86-14-04: 86-14-04 FOKKER B.V.: Amendment 39-5343. Applies to Model F28 series airplanes as listed in Fokker Service Bulletin F28/27-161, dated May 6, 1985, certificated in any category. Compliance is required within 6 months after the effective date of this AD. To prevent uncontrolled movement of the horizontal stabilizer, accomplish the following, unless previously accomplished: A. Modify the horizontal stabilizer control unit in accordance with Fokker Service Bulletin F28/27-161, dated May 6, 1985. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive, who have not alreadyreceived the appropriate service document from the manufacturer, may obtain copies upon request to the Manager of Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective August 4, 1986.
2015-28-01: We are adopting a new airworthiness directive (AD) for certain Engine Alliance (EA) GP7270 turbofan engines. This AD was prompted by the manufacturer informing us that the inspection criteria and repair procedures in the maintenance manual for aft bolt holes of the high- pressure compressor (HPC) cone shaft on the affected engines is incorrect. This AD requires inspection of the HPC cone shaft and repair of affected parts, if needed. We are issuing this AD to prevent failure of the HPC cone shaft, which could lead to uncontained engine failure and damage to the airplane.
2016-02-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-113, A319-114, A320-211, and A320-212 airplanes. This AD was prompted by a report that the aft mount pylon bolts of the CFM56-5 engines may have been installed using the wrong torque values. This AD requires identification of engines that were installed using the wrong torque values and re-torque of the four aft mount pylon bolts of those engines. We are issuing this AD to detect and correct improper torque of the aft mount pylon bolts, which, if combined with any maintenance damage, could lead to aft engine mount failure, possibly resulting in engine detachment and consequent reduced control of the airplane.
62-19-04: 62-19-04 ROLLS-ROYCE: Amdt. 480 Part 507 Federal Register September 1, 1962. Applies to All Tyne 512 and 515 Engines With Pre-modification 750 Flame Tubes Installed. Compliance required as indicated. Investigation of an inflight failure of flame tubes on a Rolls-Royce Tyne engine reveals the need for the following corrective action. (a) Pre-modification 750 flame tubes shall be removed and replaced with new Pre-modification 750 or Modification 750 flame tubes as follows: (1) On engines not incorporating a clutch mounted tail bearing (Rolls-Royce Modification 549): (i) Pre-modification 750 flame tubes which have accumulated 325 or more hours' time service as of the effective date of this AD shall be replaced within the next 25 hours' time in service after the effective date of this AD. (ii) Pre-modification 750 flame tubes which have accumulated less than 325 hours' time in service as of the effective date of this AD shall be replaced prior to theaccumulation of 350 hours' time in service. (2) On engines incorporating a clutch mounted tail bearing (Rolls-Royce Modification 549): (i) Pre-modification 750 flame tubes which have accumulated 450 or more hours' time in service as of the effective date of the AD shall be replaced within the next 50 hours' time in service after the effective date of this AD. (ii) Pre-modification 750 flame tubes which have accumulated less than 450 hours' time in service as of the effective date of the AD shall be replaced prior to the accumulation of 500 hours' time in service. (b) If new Pre-modification 750 flame tubes are installed in accordance with paragraph (a), such flame tubes must be replaced with Modification 750 flame tubes prior to the accumulation of 350 hours' time in service. (Rolls-Royce Service Bulletin No. TY-72-375 concerns the same subject.) This directive effective October 2, 1962.
2016-02-01: We are superseding Airworthiness Directive (AD) 96-18-06 for certain Airbus Model A320-211 and -231 airplanes. AD 96-18-06 required visual inspections to detect cracks of the pressurized floor fittings at frame 36, and renewal of the zone protective finish or replacement of fittings with new fittings if necessary. Since we issued AD 96-18- 06, an extended service goal analysis by the manufacturer revealed that the compliance times and repetitive inspection intervals should be reduced to meet the design service goal. This AD retains the requirements of AD 96-18-06, with reduced compliance times and repetitive inspection intervals. This AD also adds Model A320-212 airplanes to the applicability. We are issuing this AD to detect and correct fatigue cracking in the pressurized floor fittings at frame 36, which could result in failure of a floor fitting and subsequent depressurization of the fuselage.
80-26-07 R1: 80-26-07 R1 GROUPEMENT d'INTERET ECONOMIQUE AIRBUS (AIRBUS INDUSTRIE): Amendment 39-3996 as amended by Amendment 39-4162. Applies to Model A300 series airplanes certified in all categories. Compliance required as indicated unless already accomplished. To detect improper installation of the APU generator feeder cable splices and to prevent a possible fire hazard, accomplish the following: A. Within one week after the effective date of this AD render the APU generator electrically inoperative and place an "APU GENERATOR INOP" placard in view of the flight crew in airplanes manufacturer serial numbers (MSN) 002 through 116 except 082, 089, 090, and 095, that have been modified in accordance with Airbus Industrie Modification No. 2676, until Paragraph E below is accomplished. B. Within the next 100 flights after the effective date of this AD, inspect the APU generator feeder cable splices at station 809VS of manufacturer serial numbers (MSN) 002 through 116 except 082, 089, 090, and 095, which have not been modified by Airbus Industrie Modification No. 2676, in accordance with paragraphs DD.2 and .3 of Airbus Industrie ALL OPERATORS TELEX (AOT) 24/80/102 dated October 30, 1980, or paragraph 2.B(1)(A) of Airbus Industrie Service Bulletin Number A300-24-048 dated January 6, 1981, or later FAA approved revisions. 1. If any indication of splice overheat is found or any crimped splices are not correct, replace all affected feeder cable splices in accordance with Paragraph E, below, prior to the next flight or render the APU generator electrically inoperative and place an "APU GENERATOR INOP" placard in view of the flight crew until Paragraph E, below, is accomplished. 2. If incorrect insulating heat shrink sleeves are discovered, but no indications of splice overheat or incorrectly crimped splices are found, flight operations may be continued with inspections every 100 flights, until the replacement required by Paragraph C, below, is accomplished. C. Replace all APU generator feeder crimped splices which have incorrect insulating heat shrink sleeves in accordance with Paragraph E, below, by July 1, 1981. D. Replace all APU generator feeder crimped splices covered by B(1), above, in accordance with Paragraph E, below, by July 1, 1981. E. Replace the splices and sleeves in accordance with Airbus Industrie AOT 24/80/102 dated October 30, 1980, or A300 Service Bulletin 24-048 dated January 6, 1981, or later FAA approved revisions. F. Within the next 250 flights from the effective date of this amendment, unless already accomplished, inspect the APU generator feeder cable splices at stations 808VS and 160VS of manufacturer serial numbers (MSN) 002 through 119, except 029, 090, 112, and 117, in accordance with paragraph 2.b of Airbus Industrie Service Bulletin A300-24-050, dated March 31, 1981, or later FAA approved revisions. 1. If any indication of splice overheat is found, replace the defective splice(s) plus the corresponding splices of the same phase in accordance with paragraph G, prior to the next flight, or render the APU generator electrically inoperative and place an "APU GENERATOR INOP" placard in view of the flight crew until paragraph G below is accomplished. 2. If incorrectly crimped splices are found, replace the defective splices before December 31, 1981, in accordance with paragraph G below. 3. If no indications of overheating or incorrect crimping are found, no further action is required. G. Replace the defective splices at stations 808VS and 160VS in accordance with Airbus Industrie Service Bulletin A300-24-049, dated March 31, 1981, or later FAA approved revisions. H. Alternative methods of compliance with this AD which provide an equivalent level of safety may be utilized when they are approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Groupement d'Interet Economique, Airbus Industrie, Avenue Lucien, Servanty - B.P. No 33, 31700 Blagnac, France. These documents may also be examined at the FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. Amendment 39-3996 became effective on December 30, 1980. This amendment 39-4162 becomes effective July 22, 1981.
81-24-09: 81-24-09 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4267. Applies to Lockheed Model 188A and 188C Series airplanes, certificated in all categories. Compliance required within 30 days after the effective date of this AD, unless already accomplished. To prevent a reduction in performance which could result in a hazardous condition, incorporate in the Limitations Section of the FAA-Approved Airplane Flight Manual a revision which specifies that all takeoffs and approaches must be performed with the synchronization control in the following position: For Hamilton Standard Propellers - SYNC MASTER switch-OFF For Aeroproducts Propellers - Synchronizer switch-SYNCH OFF. This amendment becomes effective December 28, 1981.
2016-01-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A319-113 and A319-114 airplanes; and Model A320-211 and A320-212 airplanes. This AD requires identifying affected engines, and doing a torque check of the forward engine [[Page 3295]] bolts on affected engines. This AD would also require, for any bolt rotation that is found, torqueing the bolt and eventually replacing the forward engine mount bolts, nuts, and washers, doing a fluorescent penetrant inspection and dimensional check of the affected bolt holes for local deformation and cracks, and doing corrective actions if necessary. This AD was prompted by an incorrect torque unit for the CFM56-5A engine forward mount fasteners that was inadvertently introduced into a certain Airbus airplane maintenance manual. We are issuing this AD to prevent loose bolts, which, if combined with induced maintenance damage, could lead to forward engine mount failure. An engine mount failure can result in an enginedetachment and consequent reduced control of the airplane, damage to the airplane, and injury to persons on the ground.
85-22-51: 85-22-51 LOCKHEED CALIFORNIA COMPANY: Amendment 39-5199. Applies to Lockheed Model L-1011-385 series airplanes certificated in any category. To prevent fires which may be ignited by damaged electrical wires, accomplish the following, unless previously accomplished: A. Within ten (10) days after the effective date of this AD, using the procedure described in Lockheed Service Bulletin 093-24-A127 dated October 29, 1985, inspect the auxiliary power unit (APU) cables and the No. 2 engine generator feeder cables located on the left side, between the second frame forward of pressure bulkhead and the pressure bulkhead, at approximately Waterline (WL) 179, for a minimum clearance of one-half inch between the cables and the closest part of the bleed air duct insulated cover. If the clearance is less than one-half inch, before further flight, adjust the cables to provide adequate clearance in accordance with Lockheed Service Bulletin 093-24-A127, dated October 29, 1985.B. Within ten (10) days after the effective date of this AD, inspect the APU cables and No. 2 engine generator feeder cables located on left side between the second frame forward of pressure bulkhead and the pressure bulkhead at approximately WL 179, which are routed adjacent to the bleed air duct, for proper clamping and condition of insulation. If insulation damage is found, check closely for wire damage. If damage to insulation or wires is found, before further flight, repair in accordance with FAA-approved maintenance procedures. C. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received these documentsfrom the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective January 10, 1986, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T85-22-51, issued October 30, 1985.
2015-25-10: We are superseding Airworthiness Directive (AD) 2011-24-05 for certain Airbus Model A330-201, -202, -203, -223, -243, -301, -302, - 303, -321, -322, -323, -341, -342, and -343 airplanes, and Model A340- 200 and -300 series airplanes. AD 2011-24-05 required repetitive inspections for cracking of the hole(s) of the horizontal flange of the keel beam, and repair if necessary. This new AD requires changing the inspection compliance times, and, for certain airplanes, adding a one- time ultrasonic inspection for cracking at a certain fastener hole. This new AD also provides optional terminating action for the repetitive inspections. This AD was prompted by a determination that the rototest inspection and applicable corrective actions of a certain fastener hole were inadvertently omitted from the requirements in AD 2011-24-05. We are issuing this AD to detect and correct cracking of the fastener holes, which could result in rupture of the keel beam, and consequent reduced structuralintegrity of the airplane.
69-12-05: 69-12-05 CANADAIR: Amendment 39-777. Applies to CL-44 Type airplanes. To detect cracks in certain interspar ribs accomplish the following: (a) Inspect for cracks the corners of the access cutouts in the interspar ribs at wing stations in accordance with the "Inspection Procedure" outlined in Canadair Service Information Circular (SIC) No. 373 dated June 11, 1968, disregarding paragraph 3 and 4, or later FAA- approved revision, or an FAA-approved equivalent inspection. (b) Replace cracked parts before further flight with a part of the same part number or an FAA-approved equivalent part, or repair cracked parts before further flight in accordance with Canadair Service Bulletin No. 475, or an FAA-approved equivalent repair. (c) The repetitive inspection required by (a) need not be performed if each of the above ribs are reinforced in accordance with Canadair Service Bulletin No. 475, or an FAA- approved equivalent alteration. (d) Equivalent parts, inspections, alterations, repairs and SIC revisions must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, upon receipt of substantiating data through an FAA maintenance inspector. This amendment is effective June 27, 1969.
82-27-10: 82-27-10 ROCKWELL INTERNATIONAL: Amendment 39-4532. Applies to Model NA 265-65, Serial Numbers 465-1 through 465-76 and 306-114, certificated in all categories. Compliance required as indicated unless already accomplished. To prevent possible failure of the horizontal stabilizer trim actuator and loss of longitudinal trim capabilities, accomplish the following: A. Within the next 25 flight hours, disconnect and remove the flexible shaft interconnect, S. S. White Part Number 16023Y3.12, between the horizontal stabilizer trim actuators, Hoover Electric Company Part 11450. Place a dust cover over the flexible shaft holes. Instructions for airplane operation with this condition are presented in Airplane Flight Manual SR77-006. B. Within the next 25 flight hours and every 25 flight hours thereafter, accomplish the following: 1. Visually inspect the actuator dust cover/non-rotational sleeve for indications of leaking grease and bulging or cracking of the sleeve. If anyof these conditions exists, replace the actuator. 2. Visually inspect the actuator, in the fully retracted position, for indications of contact of the sleeve with the actuator base. Replace the actuator if contact occurs. C. Within the next 200 flight hours, or six months, whichever occurs first, inspect and rework each horizontal stabilizer trim actuator in accordance with Rockwell International Sabreliner Service Bulletin 82-3 dated September 30, 1982. Incorporation of this Service Bulletin constitutes terminating action for this AD. D. Issuance of a Special Flight Permit in accordance with FAR 21.197 is permitted for the purpose of moving affected airplanes to a location where the inspections and modifications required by this AD can be accomplished. E. Alternative means of compliance with this AD which provide an equivalent level of safety may be used if they are approved by the Manager, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269-7000. This amendment becomes effective January 19, 1983.